Bolster for cars



(No Model.) 2 Sheets-Sheet 1.

J. PONSTEIN. BOLSTER FOR GARS No. 596,122. Patented Dec. 28, 1897.

VENTOR ATTORNEY.

WITNESSES:

(No Model.) 2 Sheets-Sheet 2.

J. PONSTEIN. BOLSTER FOR OABS.

No. 596,122,. Patented Dec. 28, 1897.

eazwsxm .L.,A NT FFICEQ JOHN PONSTEIN, OF CHICAGO, ILLINOIS.

BOLSTER FOR CARS.

- SPECIFICATION forming part of Letters Patent No. 596,122, dated December 28, 1897.

Application filed July 9, 1897. Serial No. 643,932. (No model.) A

T at whom it may concern.-

Be it known that I, JOHN PONsTEIN,a citizen of the United States, residing at Chicago, in

- the county of Cook and State of Illinois, have invented a new and useful Improvement in Bolsters for Cars, of which the following is a specification.

My invention relates to improvements in built-up metallic car-bolsters; and theprincipal object of my invention is to provide a metal bolster that will be of simple construction and at the same time furnish the greatest strength and rigidity for the weight of metal employed. I attain this object by the mechanism illustrated inthe accompanying drawings, in which- Figure 1 is a side view of the entire device. Fig. 2 is a top view thereof. Fig. 3 is a side view of the end of the bolster, showing in detail the method of construction thereof. Fig. 4 is a top view of the end portion of the bolster; Fig. 5 is a detail, viewed from the under side, of the method of joining the ends of the upper and lower members of the trusses, to be hereinafter described. Fig. 6 is a side view in detail, and Fig 7 a top view in detail, of the central portion of the bolster. Fig. 8 is a sectional view, taken through the center of the turn-table, on the line 8 8, Fig. 6. Fig. 9 is a side view of the principal end piece which carries the guide-bars and spring-seats. Fig. 10 is a top view of said end piece. Fig. 11 is a side view of the intermediate brace.

Similar letters refer to similar parts throughout the several views.

This bolster differs from those previously constructed in that it consists of two separate trusses joined together in the manner to be described.

The top pieces of the truss or compression members A A are angle-bars so placed relatively to each other that when the bolster is in its normal position the two inner flanges a a are parallel and vertical and the two horizontal flanges a a" ext-end outward in opposite directions.

The angle-bars A A are preferably bent or bowed to slope slightly downward from the middle toward the ends, where they are fastened to the lower or tension members B B. Said members B B are flat bars bent as shown and having their flat surfaces parallel to and in contact on the outside with the inner flanges a a of the angle-bars A. The bars B B are long enough to make a return-bend at their ends upon the vertical flanges a a of the angle-bars A. Said bars B B are for the purpose of making this return-bend slightly bowed from their ends inwardly, as shown in dotted lines in Fig. '7. There are thus formed, when the center piece, to be described, is included, two separate trusses havinga common center post.

The two trusses are joined together at the ends by means of a piece C and a plate D.

The piece C is preferably a malleable casting, and consists of a flat plate C, designed to cover the bottom of the bolster at the end thereof, and having approximately at right angles to said plate the lugs or ribs 0 c, webs c 0, end cover 0 and guide-bars c and springseats 0 The lugs or ribs 0 c serve to hold the ends of the trusses in place and furnish means for riveting said ends of said trusses onto said piece C, while the webs c 0 further increase the strength of said piece and the end cover 0 serves to give a neat appearance to the end of the bolster.

On the sides of piece C are the guide-bars 0 0 which permit the vertical motion of the bolster upon the car-springs 0 c and the spring-seats c c are placed on the under side of the plate C for the purpose of holding the upper ends of said springs in position.

The plate D extends across and is riveted to the horizontal flanges a a of the anglebars A, adding strength and a finished appearance to, the end of the bolster.

The two trusses are joined together in the middle by means of two pieces E and F, which are preferably of malleable cast-iron. The upper piece E is the center bearing or turntable and has an aperture e in the center to receive the king-bolt, (not shown,) and also has flanges e e, which overlap the angle-bars A A and a portion of the piece F and hold them firmly in position. Piece F is the center post or strut of the two trusses and is boxshaped and has grooved rests f f to receive the vertical flanges a a of the angle-bars A, and has also shallower rests f f near its lower extremity to receive the flat tensionbars B B. WVebs or ribs f are provided to givenecessary stiffness and strength, and the sleeve or bossf registers with the aperture (2 in piece E to receive the king-bolt. Lips or lugs f furnish stock for riveting piece F to the bars 13 B.

The bolster is further reinforced by strong braces G G, placed about midway between the center and ends of the bolster to prevent the bolster from buckling under severe strain and also to prevent any whipping or jarring, which might tend to loosen the riveting.

The guides or stop-blocks H H, placed upon the top of the bolster, serve as rests for the body of the ear, limiting the inclination of the car in rounding curves.

The principle of the truss has been heretofore employed in the construction of car-bolsters; but no bolsters have been built of two separate trusses, using angle-bars as the compression members. The advantage of this over previous constructions is evident when it is considered that the greatest strain on the compression member lies in the plane of the truss. For example, when the trussed bolster is subjected to great strain the tendency is for the compression member to bend either up or down.

In a ehannel-bar the greatest resistance to transverse strain lies in the direction of the width of the main body or central portion of the bar, and when such bars have been used in trussed bolsters they have been so placed that'the body of the channel-bar was at right angles to the direction of the greatest strain, thus depending for strength mostly on the flanges. In such constructions much of the material is almost useless, as it furnishes very little strength in proportion to its weight; but in my improved construction by the use of angle-bars the waste stock formerly employed is dispensed witlnwith the result that my improved bolster, while retaining practic-ally the same strength as the prior construction, is much lighter in weight. Conversely, if a lighter bolster is not desirable my improved construction furnishes much greater strength without necessitating a greater weight of metal than was employed in the previous construction. The width of the bolster may also be varied without materially affecting its weight.

Another important featureof this bolster is the method of joining the tension member or bar Band compression me1nberA,as shown in Figs. 3, a, and 5. The tension-bar Bmakes a'return-bend on the vertical flange a of the an gle-bar A and is held in place by rivets through the angle-bar, return-bend, and the lugs or ribs 0 on piece 0. As has already been said, the tendency under strain is for the compression member to bend vertically that is, up or downand if the tension memher is so joined to said compression member as to lie horizontal thereupon, as in someprevions constructions, the rivets would then be subjected to tension; but the tension m ember B being in a vertical position, as shown, the rivets are under shearing stress only, which is well known to be their condition of greatest strength.

It is evident that the details of construction of my device may be considerably varied with out altering the principles of my invention; and I therefore do not limit myself to the details above described.

That I claim as new, and desire to secure by Letters Patent, is-

1.. A car-bolster composed of two separate trusses properly joined together, each truss having separate tension and compression members.

2. A double-trussed ear-bolster employing angle bars, as the compression members thereof.

3. A ear-bolstercomposcd of two suitablyjoined, similar and parallel trusses, having a common center post or strut member, and employing an gle-bars as to the compression members thereof.

4. A car-bolster formed of two separate trusses properly connected together, each truss having for its upper member an anglebar; the lower member of said truss being a fiat bar, so arranged that the flat side thereof stands vertically; the upper and lower members of said truss being braced and connected by suitable means, substantially as set forth.

5. A car-bolster consisting of two separate trusses, employing angle-bars for the compression members thereof, and flat bars for the tension members thereof, said flat bars making a return bend upon the vertical flanges of said angle-bars.

6. A car-bolster composed of two separate trusses, each truss having for its upper member an angle-bar, and for its lower member a flat bar, with the flat side thereof, arranged vertically; the ends of said lower flat bar makin g a return-bend around the extremity of the vertical flange of the angle-bar; in combination with an end piece having parallel ribs held in place by transverse webs, forming grooves, for the reception of the ends of the trusses; and central braces or struts, connecting said trusses with each other, and also connecting the upper and lower members of said trusses, substantially as described.

7. In combination with a double truss for a carbolster, having an gle-bars and flat bars, an end piece, composed of an underlying flat plate, having two grooves, or channels composed of parallel ribs, properly braced for the reception of the ends of said trusses, whereby the members of said trusses may be riveted and held in position in such manner, that a shearing strain only will be brought upon the rivets, substantially as described.

' JOHN PONSTEIN.

Witnesses:

J ESSE Cox, MARTHA Farms. 

